Air-brake system



2 sHEETs-SHEET '1.

IlllIl-llll J. H. DREW.4

AIR BRAKE SYSTEM. ORIGINAL FILED AUG.5. |920.

Mar. 27, 1923.

AIR BRAKE SYSTEM. ORIGINAL man Auc.5. 1920. A 2 SHEETS-suur 2.

Patented Mar. 27, 1923.

UNITE@ TES Maa??? JAMES H. DREW, OF ROCHESTER, MINNESOTA.

AIR-BRAKE SYSTEM.

Applcationled August 5, 1920, Serial No. 401,320. Renewed July 21, 1922.k Serial No. 576,629.`

To all who/m t may @0f/mera.' n A s Be it known that Ldaiuns H. DREW, a citizen of the United States, residing at Rochester, in the county of Olmsted and State of Minnesota, have invented certain new and useful Improvements in Air-Brake Systems, of which the following is a specification.

The present invention relates to improvements in air brake systems designed primarily with a view to providing means forI cutting out7 the brake actuating mecha- Vnism of a particular unit in a train at will` It is wellknown that quite frequently the brake mechanism of a car in a train for one reason or another becomes defective or temporarily inoperative, resulting in ineiiective release of the brakes with consequent damage to the wheels, the -stalling of the train on inclines, or the loss of time while the brakeman is cutting out the car in the usual vmanner when the train has been brought to a stop. Y

rlhe customary method for accomplishing the latter, as premised, requires in the first place, that the train be stopped, and in the second place that the brakeman crawl beneath the particular car to manipulate the' cut out valve which shuts off the pressure in the train line, and then that he should open the drain cock on the auxiliary reservoir to bleed the latter,

The object of my invention, however, is to provide a valve in the brake system which is arranged at a convenient point.,r either within or without the car so that whenever the car should be cut out this valve rneed onlyt be turned to cut off the service to the triple valve and simultaneously bleed the auxiliary reservoir to thereby release the brakes, this being capable of accomplishment either while the train is in operationv Figure 4 is a top plan view of the same;

Figure 5 is a vertical sectional view through the release valve showing the latter in exhaust position; and

Figure 6 is a. horizontal sectional view through this valve.

Corresponding and like parts are referred y to in the following description and indicated in all the view of the drawings by the same reference characters.

The majority of thel details of the air brake system which is herein illustrated are of conventional form and need only be re-A ferred to generally in this description in conjunction with the arrangement forming the subject matter of my invention.

Referring to Fig. 2, A' designates the train line or service pipe, B the auxiliary reservoir, C the brake. cylinder, and D the triple valve. As is customary the triple valve isplaced in communication with the service pipe A by the Vbranch pipe E, but in this arrangement which I have devised I interpose a special valve F in this branch pipe E, said valve, however, being'so arranged thatit will be convenient of access from the car, either at a point within the` saine or exterior thereto.y as may be found desirable. In the majority of the well known systems which are standard quick action automatic brake systems, the auxiliary reservoir merely has a drain cock so as to enable this reservoir to be exhausted when the brake mechanism is to be disar` ranged or rendered inoperative. Instead of this drain cockin my arrangement I employ a branch pipe G leading from this auxiliary reservoir `to the proper port of the release valve F so that by the simple operation of the valve F the pressure from `the service pipe A to the triple valve may be discontinued or interrupted at thesame time that the auxiliary reservoir is opened to atmosphere through the branch pipe Referring now to 3 to 6 it will be observed that the branch pipe E for the triple valve enters at one side of the valve housing from the service pipe A, as indicated at E', and passes tothe triple valve from the opposite side as indicated'at E. The auxiliary reservoir branch pipe Gr is connected with the valve F at another side as indicated at G', while the valve body or f casing at the opposite side is provided with an exhaust port to atmosphere as shown at G. l

The valve construction of this release valve F is as follows:

The shell l is formed with a tapering bore in which is received a turning plug 2, the latter being insertable from the under side when the screw cap 3 is removed. The lat-ter is formed with a Wrench hold land an interior recess 5 in which is disposed a spring 6 adapted to press against the plug 2 to hold it lirmly in place. At the top, the plug 2 is 'formed with an extension 7 upon which a handle 8 is removably connected by means of the pin 9, said handle being provided with a depending lug l0 which is adapted to coact Y',vith the spaced stops ll formed on the shell l, as clearly shovvn in Fig. 4. The plug l is provided With a transverse slot or passage 12 and is adapted to register in exhaust position. as shovn in Figs. 5 and 6. with the port i3 from lthe auxiliary reservoir and the exhaust port G at the opposite side. While in its other position it establishes communication betvreen the ports la and l5 of the branch pipe E leading to the triple valve.

It will be understood that the brake cylinder C is connected to the brake gear ot conventional type as shown in Figs. l and 2, but these parts are not described since they form no part of my invention.

In the use of this arrangement of air brake system,l when it is desired for one reason or y another to cut out a particular train unit or car. or for that matter, when it is desired merely to release the brakes of a oar` the valve handle 8 which in the normal position is arranged shown in Fig. 'i in full lines, in which position the pressure from the train line A passes to the triple valve, and the auxiliary reservoir is closed. is shifted to the dotted line position shoivn in Fig. 4 so as to cut ofi' the pressure through the branch pipe e to the triple valve and to open the auxiliary reservoir through the branch pipe G to atmosphere. This immediately depletes the pressure in the auxiliary reservoir B and releases the brakes,

The advantages of this arrangement are clearly apparent lsince it is devised with a View to placingT of the release valve in the first place at a convenient position of access regardless of Whether the car is in motion or not, and in the second place the use of this single valve at the point hereinbefore described. permits o the two ope 'ations ot' cutting out the train line and exhausting the reservoir, being accomplished by a simple singlemovement of the release valve handle. Having thus described my invention, Wha-t l claim as new and desire to secure by Letters Patent, is

l. In an air brake system, the combination with a reservoir, a service pipe, and triple valve communicating With said service pipe, of an exhaust line leading from the auxiliary reservoir, and a release valve arranged in said exhaust line and operable to cut out the brake operation on a particular car, and simultaneously exhaust the auxiliary reservoir to thereby release the brakes of said car While service pressure through the service pipe is uninterrupted.

2. In an air brake system. the combination with a service pipe, a triple valve in communication therewith, and an auxiliary reservoir communicating with the service pipe through said triple valve, of a release valve arranged between the triple valve and service pipe, and an exhaust line from the auxiliary reservoir to the release valve, said valve being operable to cut off the service pressure to the triple valve and simultaneously exhaust the auxiliary reservoir to atmosphere While service pressure through the service pipe is uninterrupted.

In an air brake system, the combination with a service pipe, a triple valve, a branch pipe leading from the service pipe to the triple valve. and an auxiliary reservoir, of a release valve arranged in the branch pipe to the triple valve, and a pipe leading Jfrom the auxiliary reservoir to said release valve, said valve being constructed to establish communication bet-Ween the service pipe and the triple valve in one position, and in another position to exhaust the auxiliary reservoir.

4. Control means for air brake systems for cars comprising a valve having ports adapted to establish communication between the service pipe and the triple valve when in one position, and other ports adapted to establish communication. between the auxiliary reservoir and atmosphere when in another position. y

5. A release valve for air brake systems comprising a shell having opposite ports for passage of a pressure medium therethrough, said shell also having diametrically opposing exhaust ports, a turn plug disposed Within said shell, a screw cap cooperating with the plug to hold the same in position arranged at one side of the shell, and a detachable handle connected to said plug at the opposite side of the shell from the cap afores said.

In testimony whereof I affix my signature.

JAMES H. DREW. 

